Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Bjorn’s Corner: Air Transport’s route to 2050. Part 25. June 6, 2025
- New RISE powerplant benefits from decades of GE research and development June 5, 2025
- Engine makers emphasizing durability, reliability June 4, 2025
- Boeing CEO: Lessons learned are key to certification of 737-7/10 and 777X June 2, 2025
- Digital twin is a key to JetZero’s hopes for Blended Wing Body entry June 2, 2025
United Aircraft’s and COMAC’s eventful year
By Bjorn Fehrm
January 03, 2018, ©. Leeham Co: Both United Aircraft Corporation (UAC) and COMAC got their single-aisle airliner projects into flight test during 2017. The MC-21 and C919 had their first flights within less than a month of each other, with the Chinese C919 first at 5th of May, followed by the Irkut MC-21 on the 28th of May.
Superficially the aircraft and projects are similar. Both are 150-220 seat single aisle projects in the mold of Airbus’ A320neo and Boeing’s 737 MAX programs. Looking a bit closer, they are different. One is extending the state of the art in several areas; the other is playing safe.
Mitsubishi Aircraft Corporation’s tough 2017
By Bjorn Fehrm
January 02, 2018, ©. Leeham Co: The past year was difficult for Mitsubishi Aircraft Corporation (MAC) and its MRJ regional airliner. Although clear progress was made in the flight-testing of the MRJ, problems were found with the aircraft’s avionics and cabling redundancy.
The result is an avionics and cabling systems redesign which pushes out first delivery from 2018 to 2020. It’s the fifth and the longest delay of the program.
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Airbus 2017 in review and 2018 Outlook
Dec. 26, 2017, © Leeham Co.: It’s been a miserable year for Airbus.
Corruption investigations. Delayed deliveries due to engine issues for the A320neo. Delayed deliveries due to interior supplier issues for the A350. A year’s delay for
the A330neo due to engine development issues.
Production reductions and doubts over the future of the A380. Continued cash drains and write-offs for the A400M. Internal turmoil as CEO Tom Enders dramatically changes responsibilities and reporting lines.
Getting walloped by Boeing at the Paris and Dubai air shows, losing the wide-body order race in a landslide and losing the narrow-body order race.
Next year will have continued challenges.
Embraer’s improved E190-E2, analysis. Part 2
By Bjorn Fehrm
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Introduction
December 18, 2017, © Leeham Co.: Embraer is expecting certification soon for the first E2 E-Jet, the E190-E2. We covered our analysis of the changes from the original E190 to the E190-E2 in Part 1.
We now continue with the economic analysis. To check where the E190-E2 stand versus its competition, we include the Bombardier CS100 in the analysis.
Summary:
- The E-Jet E2 introduces a new wing, new engines and an advanced Fly-By-Wire system. Jointly these bring the fuel consumption of the E-Jet on par with the latest competition.
- Complementing the lower fuel costs are reduced maintenance costs. This is an important step to keep up with competing aircraft.
- Heavier engines and a larger wing increase the Maximum Take-Off Weight (MTOW) of the E190-E2. This increases underway and landing fees. If the extra range of the E2 is not needed, the higher fees can be avoided with the selection of a lower MTOW version.
Pontifications: Countdown to Delta’s single-aisle decision
By Scott Hamilton
Dec. 11, 2017, © Leeham Co.: Eyes will watch Atlanta (GA) this week, when the Delta Air Lines Board of Directors decides to award a big order for the re-engined Airbus and Boeing single aisle airplanes.
The Board meeting is believed to be Thursday. At stake: 100 orders and 100 options for either the Airbus A320neo or Boeing 737 MAX families.
I wrote about this last week. Here’s an update.
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Embraer’s improved E-Jet E2
By Bjorn Fehrm
Subscription Required
Introduction
December 07, 2017, © Leeham Co.: Embraer is four months from first service introduction of the new generation E-Jet, the E190-E2, with Norway’s Wideroe. Following the smooth E190-E2 program will be the larger E195-E2 in 2019.
Embraer’s E2 update of the E-Jet is more elaborate than the Airbus A320neo and Boeing 737 MAX updates. In addition to new engines, the aircraft’s wings and systems are changed. In addition, the fuselages are stretched on two of the three models for increased passenger capacity.
We analyze the areas of change from the original E-Jets and what these mean for the operations and economics of the aircraft.
Summary:
- The E-Jet E2 keeps the strong point of the original E-Jet, its comfortable cabin, and improves other areas to keep the family competitive after 2020.
- As the only aircraft family in the market (regional or mainline), the E2 models E175, E190 and E195 all get their own optimized wings. The result is good field and range performance paired with low fuel consumption.
- The E2 family introduces advanced Digital Fly-By-Wire to allow reduced static stability and by it trim drag. This improves the fuel consumption further.
- Other system changes focus lower maintenance costs. The new single-aisle generation (A320neo, 737 MAX) lowers maintenance costs per seat. The regional OEMs must respond.
Boeing moves EIS target for NMA to 2027: sources
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Introduction
Dec. 4, 2017, © Leeham Co.: Officially, Boeing says the New Midmarket Aircraft (NMA, or 797) entry-into-service will be around 2024-25 if the program is launched.
LNC has learned the target date now being discussed is 2027.
Boeing 797 concept. Source: Boeing.
This means the 737 replacement likewise slips, with EIS after 2030 instead of late next decade or in 2030.
The new NMA target date, which we’ve heard from the supply chain and customer base, gives further impetus to the prospect of restarting the 767-300ER passenger production, a decision that is supposed to be made by the end of this year.
Summary
- Technology is at the heart of the new target EIS for the NMA.
- The 737 replacement was always intended to follow the NMA.
- Supply chain asked for 767 production rate ramp-up feasibility.
Airbus group 3Q results: Revenue stable but orders plunge
By Bjorn Fehrm
October 31, 2017, ©. Leeham Co: Airbus Group presented its third quarter results this morning. Revenue was stable at €43bn, but orders were down 31% compared with the first nine months of 2016.
Operating profit was down 25%, mainly because of less A320neo deliveries, as engines are scarce.
A330neo during first flight 19 October 2017. Source: Airbus
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Suppliers conference in Mobile focuses on US aerospace sector in Southeast
Click on image for an enlarged, crisp view.
Oct. 31, 2017: A new event, the Southeast Aerospace and Defence Conference (SADC) scheduled for June 25-27 in Mobile (AL), will examine the commercial, defense, space and corporate aerospace sectors in the US Southeast.
The conference is organized by Airfinance Journal and Leeham Co., the first joint venture between the two companies.
The US Southeast is a growing aerospace center. Defense and space clusters have decades-long histories in the Southeast. Corporate and commercial clusters are more recent developments, albeit in some cases now well within a second decade.
Airbus’ A320 family Final Assembly Line in Mobile opened in September 2015. The FAL is producing 3.5 A320s per month and will reach its initial target of 4/mo by year end, slightly ahead of schedule. There is land capacity to expand to 8/mo.
Earlier this month, Airbus and Bombardier announced that their new venture will establish an FAL in Mobile.